Vtol tilting fuselage winged frame multirotor aircraft

ABSTRACT

VTOL aircraft that takeoff and land as a multirotor and cruises as airplane. The aircraft comprises two major parts: First; winged carrier frame comprises wings, engines, propellers and landing gears. Second; tilting fuselage comprises cockpit, cabin and tail. Winged carrier frame is basically X/H frame multirotor that its thruster carrying arms are wing shaped. Aircraft vertically takeoff as multirotor after gaining safe altitude and forward airspeed then changes its flying axis that wings and thrust direction parallel to horizon. Lift generated by wings and thrust generated by thrusters that aircraft has basic airplane flying characteristics. Fuselage tilted to keep payload parallel to the horizon. Speed reduced, winged carrier frame and fuselage returned to multirotor for landing. It is easier to rotate fuselage than thrusters or wings. It is better to adjust thrust levels than vectoring to reduce the moving parts and aerodynamic effects.

TECHNICAL FIELD

The purpose of this patent application is; design of novel manned VTOL tilting fuselage winged frame multirotor aircraft that can takeoff, fly and land as a multirotor aircraft; flies at high speed at cruise flight as an airplane.

BACKGROUND ART

Multirotor system aerodynamics are similar with helicopter aerodynamics. Their operating speed is slower than airplanes. There are many studies to design aircraft take-off and land vertically like helicopters but fly horizontally like airplanes. Tilt-rotor, tilt-wing, vectored thrust jets are well known examples. Tilt-rotor have conventional wings and tilted large span propellers powered by turbo-prop engines on wing tip. The idea on these tilt rotor aircraft is rotating propellers and engines while wings and fuselage are stationary. Large span propellers and high power turbo-prop engines installed to wing tips used for take-off/land and forward flight. Tilt rotor systems complex and high cost systems that have slower cruise speed than airplanes. Similar technic used on tilt-wing but wings rotated with engines installed rigidly on wings. Another example of the X wing shaped aircraft rotates wings that propeller and engines installed on these X shaped wings. On vectored thrust VTOL fighter aircraft has thrust nozzles placed under the aircraft for takeoff and landing and thrust nozzles on back off aircraft for the forward flight. All this concepts has a stationary fuselage and aircraft changes direction of thrust for transition flight. Tail sitter fixed wing aircraft that take-off and land vertically, cruise flight horizontally developed were powered by gas turbine engines driving dual counter rotating propellers. Pitch-transitioning aircraft concepts developed that separate propulsion systems for separate flight modes. These aircraft concepts use one or more propulsion systems for high speed forward flight and carry four or more additional motors specifically for hovering flight.

Multirotor concept commonly used for small unmanned electrically powered platforms (drones). Fixed pitch propellers driven by electric motors mainly used these multirotor platforms. Due to limited thrust and high weight of battery and electric motors, the multirotor systems have limited pay-load and they have little endurance and range. Main restriction and disadvantage of these systems is aircraft must always overcome to gravity with thrust. These multirotor systems consumes too much power to stay in air. Multirotor systems needs electric-motors to maneuver precisely. But electric motor and battery technology not improved yet to make lighter batteries and electric motors. Also speed of multirotor is limited because of design factors.

Classic multirotor systems usually don't have wings to produce lift and tilting angle and forward thrust is limited by need of down-ward thrust to keep altitude. There are some studies and patents about multirotor systems has a wing for the forward flight. These designs are small unmanned aircrafts takeoff and land as multirotor and cruises as airplane using air foil shaped wings. But their fuselage is stationary relative to wings or propellers. These design limits and make harder the manned flight.

SUMMARY OF INVENTION

The main idea of this design is to keep wings, engines and propellers stationary relative to flight path while rotating aircraft's cockpit and cabin (fuselage) for modes of the flight. X or H wing multirotor design that has airfoil shaped (wing) X or H frame. Tilt fuselage aircraft can take-off/land and fly like X/H frame multirotor that uses propellers on wing tips to produce lift and thrust. After take-off aircraft begin to fly, gain altitude and air speed like classic multirotor systems. In this design aircraft has airfoil shaped X/H wings. So aircraft propellers produce forward thrust while wing shaped wings produce lift. When multirotor aircraft gains enough altitude and forward airspeed aircraft X/H frame and propellers moved downward aerodynamically to horizontal plane while tilting fuselage upward mechanically to keep pilots and passengers sitting parallel to ground. Tilting movement of fuselage help to balance aircraft weight and lift during forward flight.

Aircraft concept consist of two major parts that carrier frame and tilting fuselage. Winged carrier frame consist of X/H Wing shaped wings, engines and propellers. It can be divided to similar two parts connected with main spar which passes through fuselage.

TECHNICAL PROBLEM

Designing high cruising speed vertically takeoff aircraft is a difficult problem. Helicopters are vertically takeoff/land aircraft but their large span rotors that rotates in on the direction of flight limits the high speed. Also helicopters are highly complex flying machines with high production and maintenance costs.

Tilt rotor and tilt wing aircraft that takeoff and land like helicopter, cruises like airplane may be a solution but these aircraft types has very complex thrust vectoring system. Tilt rotor and tilt wing aircraft are also highly complex flying machines with high production and maintenance costs. There are design difficulties such as not much forward speed and safety issues because off thrust vectoring system.

Tail sitter type aircraft another solution for high cruising speed VTOL aircraft. These type of aircraft suffers control difficulties at takeoff, landing and hover phases. Also flight crew sitting position changes on aircraft flying position that makes difficult control aircraft. Also these type of aircraft relatively unstable at flight.

SOLUTION TO PROBLEM

Winged multirotor design used to achieving high cruising speed. Aircraft takeoff and land using propellers or engine thrust like tail sitter or multirotor aircraft. After achieving safe altitude aircraft changes flight angle to using wing for lift and using propeller or engine thrust to forward speed.

Thrust controlling system used as main flight control system that is less complex design than tilt rotor and tilt wing applications. Basically adjusting propeller or engine thrust by changing propeller pitch and/or engine power reduce complexity of the aircraft. This advantage make it possible to produce less complex more safe and affordable VTOL aircraft.

Flight crew or passenger position problem is solved using tilting fuselage design. Solution of problem with this design rotating fuselage relatively to flying path to keep flight crew and passenger parallel to the ground. Rotating fuselage also assists to keep aircraft's pitch axis stability by reducing moment of inertia.

ADVANTAGEOUS EFFECTS OF INVENTION

The main idea of this invention it is easier and simpler to rotate carrier fuselage than engines or wings. Winged frame design allows more fuel efficient and faster aircraft. Thrust controlling type main flight control system reduce complexity, costs and maintenance. Aircraft can be manufactured in various sizes. It can be small aircraft to carry one or two person on board or much more big sizes like airliners. This invention has great potential to improve air transport industry in future. This design has large scope of application fields that it can be used at urban or intercontinental transportation moreover space transportation.

BRIEF DESCRIPTION OF DRAWINGS

Following figures prepared to use conjunction with detailed description of invention. All figures ordered according to paragraph sequence of the description. X-Frame type multirotor illustrated as an example option for this invention but various type frame option such as H-Frame can be selected for design purposes.

[FIG. 1 is a plan view of the VTOL Tilting Fuselage Winged Frame Multirotor Aircraft at multirotor mode that used for vertical take-off and landing phases]

[FIG. 2 is a front view of the VTOL Tilting Fuselage Winged Frame Multirotor Aircraft at multirotor mode that used for vertical take-off and landing phases]

[FIG. 3 is a side view of the VTOL Tilting Fuselage Winged Frame Multirotor Aircraft at multirotor mode that used for vertical take-off and landing phases]

[FIG. 4 is a perspective view of the VTOL Tilting Fuselage Winged Frame Multirotor Aircraft at multirotor mode that used for vertical take-off and landing phases]

[FIG. 5 is a plan view of the VTOL Tilting Fuselage Winged Frame Multirotor Aircraft at airplane mode that used for high speed forward flight phase]

[FIG. 6 is a front view of the VTOL Tilting Fuselage Winged Frame Multirotor Aircraft at airplane mode that used for high speed forward flight phase]

[FIG. 7 is a side view of the VTOL Tilting Fuselage Winged Frame Multirotor Aircraft at airplane mode that used for high speed forward flight phase]

[FIG. 8 is a perspective view of the VTOL Tilting Fuselage Winged Frame Multirotor Aircraft at airplane mode that used for high speed forward flight phase]

[FIG. 9 is a front view of the X Wing Carrier Frame Vessel]

[FIG. 10 is a side view of the Tilting Fuselage]

[FIG. 11 is a plan view of the Twin Turboshaft Engine Propulsion System Option]

[FIG. 12 is a schematic diagram of the Gas Turbine Driven Generator Powered Electric Propulsion System Option]

[FIG. 13 is a schematic diagram of the Fuel Cell Powered Electric Propulsion System Option]

[FIG. 14 is a side view of the VTOL Tilting Fuselage Winged Frame Multirotor Aircraft at airplane conuration after emergency landing on runway]

DESCRIPTION OF EMBODIMENTS

-   1. This invention generally directed to VTOL aircraft that can     takeoff, fly and land as a multirotor aircraft and flies at high     speed at cruise flight as an airplane. This invention makes possible     to design less complex, affordable and safe VTOL aircraft. The     aircraft consist of two major parts. First main part is X/H-Wing     Carrier Frame that includes wings, engines, propellers and landing     gears. Second main part is Tilting Fuselage that includes cockpit,     cabin and tail. -   2. X/H-Wing carrier frame is basically X/H frame multirotor aircraft     that has wing foil shaped arms (wings). Aircraft can vertically     takeoff and land as helicopter or multirotor. After takeoff aircraft     would continue fly in this mode at low speed. At this mode thrust     generated by engine and propeller directed to the ground to overcome     gravity. After gaining altitude and forward airspeed aircraft     changes its flying axis that wings and direction of thrust parallel     to the horizon. This is the mode that aircraft has basic airplane     flying characteristics and lift generated by wings while forward     thrust generated by propellers. -   3. The basic motivation on X/H wing tilting fuselage aircraft 100 in     FIG. 1 to design non-complex affordable aircraft that has less     moving parts. The main idea of this invention it is easier and     simpler to rotate carrier fuselage than engines or wings. Main     function of the fuselage in this invention to accommodate payload.     Main flying sections of the aircraft including wings, engines, and     fuel tanks and supporting bodies installed on X/H Wing Carrier     Vessel 110 in FIG. 9. -   4. As seen on FIG. 1 aircraft has four wing structure consist off     left wing 500 and right wing 600. This two major parts symmetric and     identical to each other. Left 500 and right 600 wings includes     supporting frames 510 and 610. Main feature of these supporting     frames is connect forward and aft wings and carry propulsion and     accessories to tilt the fuselage. Left and right forward wings     consist of inner 520, 620 and outer 530, 630 wings. These two wing     parts connected with main spar 900 in FIG. 9 which is connected to     supporting frame 510 and 610. Left and right aft wings consist of     inner 540, 640 and outer 550, 650 wings. These two wing parts     connected with main spar which is connected to supporting frames 510     and 610. Symmetric airfoil selected to provide stability in hover or     multirotor mode. Airflow generated by propellers will form equal     pressure on both sides of the symmetrical airfoil thus aircraft     stability enhanced at takeoff, hover and landing phase. -   5. Left aft engine 420 and propeller 440 and right forward engine     450 and propeller 470 rotates clockwise while left forward engine     410 and propeller 430 and right aft engine 460 and propeller 480     rotates counter clockwise. Engine with propeller type propulsion     system chosen for effective static thrust and effective yaw control     of aircraft. Variable pitch, high span propellers used for takeoff     at multirotor mode with low pitch high propeller RPM's, cruise in     airplane mode high pitch low propeller RPM's. Although propeller     configuration seems to be suitable solution at the beginning point.     There will be another propulsion solutions such as turbofan,     electric ducted fan or even rocket engines for spacecraft     applications -   6. When aircraft in takeoff/landing or low speed phase of the flight     aircraft flies like standard X-frame multirotor. Aircraft adjust the     power of all four engines to steady takeoff/landing or hover the     aircraft parallel to the ground. When forward pitch flight direction     needed aircraft increase the power of aft engines 410, 450 and     propellers 430, 470 while decreasing or fixing power of forward     engines 420, 460 and propellers 440, 480. It is vice versa for rear     pitch flight direction. Aircrafts roll movement provided by     adjusting the power of left side engines 410, 420 and propellers     430, 440 or right side engines 450, 460 and propellers 470, 480. Yaw     movement provided by adjusting the power of clockwise rotating     engines 420, 450 and propellers 440, 470 or counter clockwise     rotating engines 410, 460 and propellers 430, 480. -   7. After takeoff aircraft begin to gain airspeed and altitude in     multirotor mode. Following to gain safe altitude and airspeed that     airfoil shaped wings can generate lift aircraft can be switch to     airplane mode. X-Wing Carrier Vessel 110 in FIG. 9 switch to     airplane mode by increasing thrust of the aft engines 410, 450 and     propellers 430, 470 while decreasing or fixing thrust of the forward     engines 420, 460 and propellers 440, 480. Aircraft fuselage 100     tilted 90° to keep position parallel to the ground as shown at this     transition mode. This tilting motion can be provided by ring gear or     hydraulic/pneumatic actuator mechanism. Clutched high torque     electric motors with locking mechanism 590 and 690 in FIG. 9 located     to carrier vessel 110 to drive fuselage tilting gear 920 located on     reinforced structure of the fuselage 100. Main spar 900 in FIG. 9     which is connected to supporting frame 510 and 610 passes through     fuselage supporting spar 910 in FIG. 10. Main spar 900 and fuselage     supporting spar 910 works as a big greased plain bearing that     supports whole fuselage 100 positioned in the midst of flying vessel     110. Large roller bearings or ball bearings can be used instead of     this greased large plain bearing design. -   8. Rotating fuselage for the multirotor or airplane modes is also     assists to keep aircraft's pitch axis stability by reducing moment     of inertia. V-Tail control surfaces 310 and 320 will be used as     auxiliary or back-up system of engine thrust controlling type     primary control system. Control surfaces installed on tail section     of the fuselage to provide basic empennage control surfaces of the     airplane. V-Tail design selected for simple structure. Two control     surfaces 310 and 320 are rotated by electric or hydraulic servos     independently from each other. This V-Tail control surfaces controls     aircraft on pitch, yaw axis. Increasing angle of attack with same     amount on both surfaces lead to nose down pitch movement while     decreasing angle of attack lead to nose up pitch movement. Yaw axis     movement provided by increasing one control surface's angle of     attack decreasing other surfaces angle of attack. -   9. Three types of propulsion system suggested for this aircraft are;     classic twin turboshaft engine powered propeller drive shaft system,     gas turbine driven generator powered electric motor system, hydrogen     fuel cell powered electric motor system. -   10. Twin turboshaft engine powered propulsion system shown in     FIG. 11. Gear illustrations were simple drawn and only for reference     to show gears in the figure. This system is quite like helicopter     tail rotor drive system. Two turboshaft engines 401 and 402 in FIG.     11 installed in to the supporting frames 510 and 610. Reduction gear     box drive shaft of these two engines are connected to the     transmission gears 403 and 404 through the freewheeling units.     Transmission gears 403 and 404 in FIG. 11 connected to each other     through the power transfer shaft 405 in FIG. 11. Power transfer     shaft used for engine malfunction. When one engine out in flight it     disconnected from transmission gear with freewheeling unit.     Operating single engines' rotation transferred to other side through     the power transfer shaft 405 in FIG. 11 and single engine turns both     transmission gears 403 and 404. Engine should give enough power to     keep aircraft in the air safely. All for propeller RPM are equal to     each other for all operation. Engine power can be adjusted between     idle to full throttle. All four propeller RPM increases to the     maximum RPM when engine power increased for the takeoff position.     Variable pitch of the all four propellers are increased when     continued to power increase. Propeller thrusts increased with     increasing pitch and propellers will give enough power for the     liftoff. Increased propeller pitch at fixed RPM causes increased     thrust and torque. Aircrafts' flight control provided by changing     propeller pitch. Variable propellers pitch change provided by     hydraulic or electrical system. Electronic precise propeller     governors used for these purpose. Pitch control governors' of the     all propellers connected to electronic flight control system of the     aircraft. Electronic flight control system changes propeller's pitch     and two control surfaces 310 and 320 of the V-Tail if needed.     Aircraft can be easily controlled in multirotor or airplane mode by     only means of adjusting propeller pitch. Increasing propeller pitch     until certain angle of attack causes increasing thrust. -   11. Gas turbine driven generator powered electric motor system shown     in FIG. 12. This figure only shows one part of the aircraft     propulsion system and other part of the power system identical of     the figure. Left and right power system gas turbine engine output     shafts connected to each other with identical power transfer shaft     405 shown in FIG. 11. This feature is necessary for safety and same     generator RPM and frequency. Power generated by engine converted to     electrical energy transferred to the electric motors using     electrical power cables. This power generation technic based on     converting mechanical energy and again converting electrical energy     to mechanical energy. Like any other gas turbine system air     compressed in compressor 411 in FIG. 12 and send to combustion     chamber 414. Jet fuel metered in full authority digital engine     control unit and injected in to combustion chamber 414. Expanded hot     gasses directed to turbine 413 to rotate it. Single stage turbine     system illustrated in FIG. 12 but it can be multi stage free turbine     design. Furthermore existing gas turbine designs may be used.     Turbine rotation coupled to the compressor 411 through coupling 412     and 3 phase synchronous generator 418 through coupling and reduction     gear box 417. Reduction gear ratio will be chosen according to     propellers 430, 470 RPM that 3 phase synchronous motors 421, 422     direct drive propellers. Assuming same number of poles used both     generator and electric motors; generator RPM varies with engine RPM,     generator frequency varies with generator RPM and finally electric     motor RPM varies with generator frequency. It can be expressed that     propeller RPM's varies with engine RPM. 3 phase synchronous     generator 418 electric power directed to 3 phase synchronous motors     421, 422. Propeller thrusts and RPM's controlled by digitally     controlled propeller governors 423, 424 which are controlled by     Electronic Flight/Engine Control System that also monitors and     controls electronic engine control system. Electric circuit control     and protection system didn't shown in figure. Gas turbine engine     starting provided by small electric starter/generator using aircraft     battery. Running engine rotates generator 418 but field current of     the generator not feed until engine started and stabilized at idle     RPM to avoid braking torque of the generator. After engine reached     and stabilized at idle RPM generator field current directed     generator control unit which controls generator output voltage.     After generator field current provided generator starts to generate     electric power. Generated electric power feed to synchronous     electric motors through electric power bus 419 and circuit control     devices (relays etc.) and circuit protection devices (current     limiters etc.). These circuit control and protection devices also     used for drive other propulsion system during single engine     operations because of one engine malfunction. Synchronous electric     motor driven variable pitch propellers 430, 470. Variable pitch     propeller RPM and pitch are low at idle engine RPM. When throttle     increased for takeoff at multirotor mode propeller RPM's reached to     maximum designated RPM. Propeller pitch increased to increase torque     at maximum RPM. Propeller torque and RPM's monitored and controlled     by digitally controlled propeller governors 431, 471 which are     controlled by Electronic Flight/Engine Control System 110. Propeller     thrusts changed by changing propeller blade pitch that changes     propeller torque. It can be expressed that aircraft controlled by     only changing propeller pitch, while all propellers rotates at same     rotating speed. Increased propeller torque increases electric motor     torque and load thus generator load and torque increased. Amount of     the metered fuel directed to combustion chamber 414 increased by     electronic engine control system 416 to compensate increased     generator torque and to keep constant engine, generator and motor     RPM's. Synchronous electric generation technic chosen to explain     this gas turbine driven electric propulsion system but other     technics such as induction, permanent magnet or hybrid may be used.     Also low speed generator drive system with reduction gearbox may be     replaced with high speed generator system. In this case rectifying     AC current to DC and switching this current using power inverter to     drive electric motors at certain frequency for same propeller RPM     will be necessary. The details of this system will be explained in     following paragraph which explains fuel cell power system. -   12. Hydrogen fuel cell powered electric motor system shown in     FIG. 13. This is the most environmental friendly propulsion system     option. Hydrogen fuel cell is new technology but there are much     progress and developments in this field. Successful applications     existing in automotive industry. There are many kind of fuel cell     types but Proton (polymer) Exchange Membrane (PEM) technology used     to explain hydrogen fuel cell powered electric motor system.     Hydrogen stored in four pressurized hydrogen cylinder that located     in wings of the aircraft. Regulated and metered hydrogen (H₂)     delivered to the anode side of the fuel cell. Oxygen (O₂) in the air     also delivered to the cathode side of the fuel cell. Both gases     being forced through the catalyst under pressure. When an H₂ comes     in contact with the platinum on the catalyst, it splits into two H+     ions and two electrons (e−). The electrons are conducted through the     anode. Oxygen (O₂) forced through the catalyst. Two oxygen atoms     formed on catalyst and these atoms has a strong negative charge.     This negative charge attracts the two H+ ions through the membrane,     where they combine with an oxygen atom and two of the electrons from     the external circuit to form a water molecule (H₂O). Produced     voltage and current in the one fuel cell is very low but fuel cell     stack consist of many fuel cell has very high power output.     Electricity generated by fuel cell stacks 402, 403 in FIG. 13 used     to charge high efficiency battery packs 401, 402 or     super/ultra-capacitor stack that powers electric motors 410, 420,     450, 460 through electronic speed control systems (ESC) 411, 421,     451, 461. All four ESC controlled by Electronic Flight/Engine     Control System 110. Electric motors 410, 420, 450, 460 drives four     variable pitch propellers 430, 440, 470, 480. Propeller torque and     RPM's monitored and controlled by digitally controlled propeller     governors 431, 441, 471, 481 which are controlled by Electronic     Flight/Engine Control System 110. Propeller thrusts changed by     changing propeller RPM and blade pitch using ESC's and digitally     controlled propeller governors. Electronic Flight/Engine Control     System 110 will be configured for multirotor and airplane modes.     This propulsion system also has failsafe features that two battery     stack will able to power opposite system (cross-feeding) in case of     malfunction. -   13. Aircraft flight control system will be appeared to airplane     flight control system but will work two different modes. That     joystick or flight stick type control bar will work as classic     helicopter cyclic control where throttle will work as helicopter     collective and throttle control. After reaching safe altitude and     enough airspeed that wings can generate lift aircraft will switched     to airplane mode by pilot in command. Electronic Flight/Engine     Control System 110 in FIGS. 12 and 13 will execute this complex     maneuver only if safe conditions are met. Switching to the     multirotor mode from airplane mode for landing will also be executed     in same manner. -   14. Aircraft safety very important that there must be additional     features added to design to improve safety. Such as additional     propellers or engines to land aircraft safely in case off engine or     propeller malfunctions. It provided that there are two major hazards     that threat to safety. First engine malfunction second fuselage     tilting system malfunction in airplane mode. There are three small     landing gears installed to downward wing tips 750, 760 and tail     section 770 shown in FIG. 14. These small landing gears can be used     during failures on engine or fuselage tilting mechanism. In case of     abnormal conditions aircraft stayed in airplane configuration and     land on suitable runway while first touching wing tip landing gears     first and tail landing gear after slowing down like typical     airplane. Landing gear installed wing spars and tail section     bulkheads are reinforced to carry landing loads. Control surfaces     310 and 320 on tail section 300 shown in FIG. 5 will work as main     flight control system in case of total or extensive engine failure. -   15. Propulsion system can receive power from engines using power     transfer shaft or propeller on electric motor receive electric power     from engine driven generator or fuel cells. -   16. Engine propulsion system or thruster can be propeller, ducted     fan or prop-fan. -   17. Tilting mechanism used to tilt fuselage can be electro mechanic     or hydraulic or pneumatic. -   18. Electro-chemical electricity generating system is the any type     of fuel cell that generate electricity directly from     electro-chemical reaction process that combining stored hydrogen or     hydrogen rich fuel with oxygen or air.

PATENT LITERATURE Non Patent Literature 

1. A Vertical takeoff and landing Tilting Fuselage Winged Frame Multirotor Aircraft comprising: A winged carrier frame; semi-monocoque multirotor frame that has wing foil shaped arms. An airfoil shaped frame consist of left and right wings connected to left and right supporting frames. Supporting frames connected by main spar which is also support the fuselage. Left and right wings are symmetrical that consist of forward and aft wings. Each wing has propulsion system housing and supporting nacelles that also includes landing gears. A tilting fuselage; Semi monocoque structure that used to accommodate payload. The aircraft fuselage tilted when winged carrier frame switched to airplane mode or multirotor mode to keep position parallel to the ground in both two flight modes. This tilting motion provided by tilting mechanism.
 2. A VTOL aircraft recited claim 1 wherein winged carrier frame has multi-wing structure that consist off left and right wing. These two major parts symmetric and identical to each other. Left and right wings includes supporting frames. Main feature of these supporting frames is connect forward and aft wings and carry propulsion systems and accessories to tilt the fuselage. Left and right forward wings consist of inner and outer wings connected with main spar which is connected to supporting frame. Left and right aft wings consist of inner and outer wings. These two wing parts connected with main spar which is connected to supporting frames.
 3. Winged carrier frame cited claims 1, 2 where in airfoil design and shape will provide stability in hover or multirotor mode. Airflow generated by propulsion system and motion of aircraft will form equal pressure on both sides of the symmetrical airfoil thus aircraft stability enhanced at takeoff, hover and landing phase.
 4. A winged carrier frame cited claims 1-3 where in it includes all main flying sections of the aircraft including wings, propulsion systems, fuel tanks and supporting bodies installed on this airfoil shaped frame carrier vessel. All primary flight control system components included in airfoil shaped frame carrier vessel.
 5. A winged carrier frame cited claims 1-4 where in left aft propulsion system and right forward propulsion system rotates one direction while left forward propulsion system and propulsion system rotates counter direction.
 6. VTOL aircraft recited claims 1-5 where in primary flight control system is a propulsion thrust controlling type system. Aircraft propulsion thrusts adjusted to flight control for multirotor or airplane modes. Aircraft flight control motion provided by differential thrusts of propulsion system.
 7. VTOL aircraft recited claims 1-6 wherein; crew and passenger carrying rotating fuselage for the multirotor or airplane modes is also assists to keep aircraft pitch axis stability by reducing moment of inertia. Tail control surfaces will be used as auxiliary or back-up system of engine thrust controlling type primary control system in normal mode while they will used as a primary control system in emergency conditions.
 8. VTOL aircraft recited claims 1-7 may further comprises; propulsion system includes combustion engine with drive shaft mechanism where in combustion engines installed in to the supporting frames. Gear box drive shaft of thrusters are connected to the transmission gears and through the freewheeling units. Transmission gears connected to each other through the power transfer shaft. Power transfer shaft used for engine malfunction. When one engine out in flight it disconnected from transmission gear with freewheeling unit. Operating single engines' rotation transferred to other side through the power transfer shaft and single engine turns both transmission gears.
 9. VTOL aircraft recited claims 1-7 may further comprises; combustion engine driven generator powered electric motor system where in left and right gas turbine engine output shafts connected to each other with identical power transfer shaft. Power generated by engine converted to electrical energy using generators and transferred to the electric motors. Propulsion system thrusts controlled by digitally controlled propeller governors which are controlled by Electronic Flight/Engine Control System that also monitors and controls electronic engine control system.
 10. VTOL aircraft recited claims 1-7 may further comprises; electro-chemical electricity generating pack powered electric motor system where in; electricity generated by electro-chemical electricity generating packs used to charge electric energy storing devices that powers electric motors through electronic speed control systems. All electronic speed controls controlled by Electronic Flight/Engine Control System. Electric motors drives propulsion thrusters. Propulsion thrust monitored and controlled by digitally controlled thrust governing systems which are controlled by Electronic Flight/Engine Control System. Electronic Flight/Engine Control System will be configured for multirotor and airplane modes.
 11. VTOL aircraft recited claims 1-7 further comprises aircraft flight control system works two different modes. Flight control bar will work as classic helicopter cyclic control where throttle will work as helicopter collective and throttle control. Rudder pedals used for yaw control. Aircraft will switched to airplane mode or multirotor mode using Electronic Flight/Engine Control System. Flight control bar will work as classic airplane control wheel or stick where throttle used for controlling thrust and rudder pedals used for yaw control.
 12. VTOL aircraft recited claims 1-7 further comprises emergency landing system used for emergency landing during abnormal conditions. Three small landing gears installed to downward wing tips and tail section. These small landing gears can be used during failures on engine or fuselage tilting mechanism. In case of abnormal conditions aircraft stayed in airplane configuration and land on suitable runway first touching wing tip landing gears first and tail landing gear after slowing down. 